Automatic materials handling system



Filed July 20, 1949 AUTOMATIC D. M. LONTZ MATERIALS HANDLING SYSTEM 8 Shets-$heet l INVENTOR DUDLEY M. LONTZ ATTORNEYS Oct. 12, 1954 D. M. LONTZ 2,691,443

AUTOMATIC MATERIALS HANDLING SYSTEM Filed July 20, 1 49 s Sheets-Sheet 2 FIG. 2

INVENTOR DUDLEY M. LONTZ WWW ATTORNEYS Oct. 12, 1954 D. M. LONTZ 2,691,448

AUTOMATIC MATERIALS HANDLING SYSTEM Filed July 20, 1949 8 Sheets-Sheet 4 FIG. 10

IA- 'IIIIIIIII Coin Ohuh A3iIB3 I INVENTOR DUDLEY M. LONTZ wa -aw ATTORNEYS Oct. 12, 1954 0. M. LONTZ 2,691,443

AUTOMATIC MATERIALS HANDLING SYSTEM Filed July 20. 1949 8 Sheets-Sheet 5 INVENTOR DUDLEY M. LONTZ ATTORNEYS Oct. 12, 1954 D. M. LONTZ 2,691,448

AUTOMATIC MATERIALS HANDLING SYSTEM Filed July 20, 1949 8 Sheets-Sheet 6 INVENTOR DUDLEY M. LONTZ ATTORNEYS Oct. 12, 1954 D. M. LONTZ 2,691,448

AUTOMATIC MATERIALS HANDLING SYSTEM Filed July 20, 1949 8 Sheets-Sheet 7 Ll I98 LSII, S5

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lRu lRP 20- SW 9 IR 5 i INVENTOR DUDLEY M. LONTZ IRU 1711% 57 44;

ATTORNEYS Oct. 12, 1954 D. LONTZ AUTOMATIC MATERIALS HANDLING SYSTEM 8 Sheets-Sheet 8 Filed July 20, 1949 INVENTOR DUDLEY M. LONTZ ON E l l 'k F m A Q a: Q E.. Q 5.

90% f' YMM ATTORNEYS Patented Oct. 12, 1954 AUTOMATIC MATERIALS HANDLING SYSTEM Dudley M. Lontz, Indian .Hill, Ohio Application July 20-, 1949, Serial No. 105,873

7 Claims.

-This invention relates to storage systems having a plurality of storage areas or compartments. More particularly, this invention relates to a storage systemof this type wherein the.:1oads deposited in the said areas or compartments and subsequently removed therefrom-are automatically handled throughout-their travelthrough the system.

Storage systems of the generaltype referred to above are widely applicable for the handling of a great variety of materials which may take. the form of substantially any article of commerce or manufacture. For example, the. materials handled could comprise loads on pallets or .skid platforms, or on trucks, or similar. supporting means having their own wheels,v such as caster wheels. In the particular case of automobiles and the like, the unit loads may be handledby conveying them on their ownwheels. The automatic handling of loads of this type eliminates costly manual labor and avoids mistakes and accidents, which, especially in connection withthe storage or parking of automobiles, is highly objectionable.

Among the many applications of a storage system of this invention are material warehouses for steel and othermanufacturing materials which must be stored, but to which access must readily be had at all times. Other applicationsinclude grocery warehouses and the like, factory stock rooms, and warehouses and loadingstations where articles of commerce are either placed on acarrier or transferred from one carrier to another, as, for example, the loading docks at sea ports.

A particularly apt application of this invention occurs in connection with the parking of automobiles, and it is in this connection that this invention is illustrated and described. ;It :is to be understood, however, that the invention is by no means limited to this particular use.

In general, the object of this invention is to provide an automatic storage systemwherein unit loads are automatically conveyed to and from a predetermined one of a plurality of storage areas or compartments.

Astill further object is the provision of a storage system of the type referred to which will be relatively rapid in operation so thatmaterials can be stored therein or removed therefrom.com-. paratively rapidly.

Another general object of this invention. .isithe provision of a control system for an automatic storage system of the type referred to including cycling shafts which positively. control the order.

v2' in which thestoring and unstoring cyclesare carried 'out.

..-.Another object is the provision of suitable .in-

terlock arrangements such :that the initiation of any cyclebf operations automatically prevents initiation of anyother cycle until the .firstinitiated cyclelhas been completed.

Anotherobject of this invention is the pro vision of a storage system of the type referred to andan automatic .control system. therefor, such :that :the said. systems are highly flexible and can beadapted to anyinstallation. For exampleg thestorage system could belaid out. on.a single leveLas in .a parking lot, .or on :a single fiooriof. abuilding, or .couldoccupy:severalgfloors, either .alltabove ground. level or allbelow ground level, or divided, or .could utilize any selected floors of a :buildingstructure. .Similarly, the control system is flexible and can beadapted forutilizing any selected ones of the available storage areas-of compartments :of the space occupied-by the storage (system, and is further adaptable ;-for establishing. any predetermined relationship asto position between. the entranceand .exit of the storage system.

tThese and other objects and advantages will become more -,apparent.upon reference, -,to the following description taken in connection with the-accompanying drawings in which:

Figure 1, :isa vertical sectional view taken through a parking garage embodying the features. of my invention;

.1Figure2 is a plan view.taken overoneof the storage levels ,inthepgarage and isindicated by the line 2-::.2'on Figure ;1;

Figure 3 is a plan section indicated by the line 3-.;-3..on Figure 1 and shows .the loading ,level at thewleft. side of the View and. the unloading level at the right sideof the view;

@Figure 4 is ag-transverse section through, the elevator in .thepgarage-and is indicated by, the line4+4. on'Figure5.

Figure 5 is a sectional view similar to Figure 4 but takenatright-angles thereto andiis indicated by the-llines 5- -51on Figures 1 and ,4;

Figure 6 is a sectional view indicated by the line.16-6- onuF-igure 4 and showing some ofjthe detailconstructioniof the lifting truck carried by the elevator;

Figure 7,,is a view looking in at a typical control panel for-use in connection with the storage system of this invention. Inthe case .of the parking garage-illustrated, the controlpanel of Figure, 7;.takes theform of a key panel having @vPl-urality-of. .key operated switches thereon .and

with a coin receiving chute and a coin return chute;

Figure 8 is a sectional view taken through the coin chute of Figure 7.

Figure 9 is a vertical section indicated by the line 99 on Figure 8 and shows the means for releasing the coins from the coin chute when a cycle of parking or storage commences;

Figure 10 is a view showing the coin return arrangement associated with the control panel in Figure 7 and is indicated by the line Ill-l on Figure '7;

Figure 11 is a vertical sectional view indicated by the line l|-l l on Figure and shows the manner of expelling coins from the coin return mechanism so they will fall into the coin return chute;

Figure 12 is a view showing the manner of interlocking all of the key operated mechanisms on the key panel of Figure 7 so that only one at a time thereof can be operated. In this figure there are only eight of the key operated mechanisms shown, but it will be understood that the interlock arrangement could be extended to as many key operated elements as desired.

Figure 13 is a perspective view showing more in detail one of the locking cams on the key operated mechanism and the interlock mechanism associated therewith;

Figure 14 is a perspective view showing one of the key operated mechanisms in its entirety. In Figure 14 the various cams and ratchet wheels mounted on the shaft controlled by the key have been somewhat spaced apart for greater clarity.

Figure 15 is a view showing a ratcheting selector arrangement employed in connection with the control system of this invention for preselecting the level at which the car is to be parked or the level from which the car is to be unparked;

Figure 16 is a view of a ratcheting type selector similar to that shown in Figure 15 but which is employed in selecting the particular station in which the car is to be parked or from which it is to be unparked;

Figure 1'7 is a diagrammatic layout of the electric control circuit which is controlled by the key operated elements and which in turn controls the elevator and the turntable thereon in either parking or unparking operations;

Figure 18 is a view of a selector switch included in the control circuit of Figure 17 and arranged so as to indicate the position of the elevator relative to a certain floor and the po sition of the turntable on the elevator relative to a certain station;

Figure 19 is a view showing a cycle shaft arranged for controlling the switches of the circuit of Figure 1'7 during a parking cycle;

Figure 20 is a view similar to Figure 19 but shows the cycle shaft which controls the switches of the circuit of Figure 17 during an unparking cycle;

Figure 21 is a view showing a multiple arrangement of units according to my invention; and

Figure 22 is a plan view showing a singlelevel multiple-aisle installation utilizing my invention.

GENERAL ARRANGEMENT According to the embodiment of my invention which has been selected as a specific example of the principles thereof, there is provided a storage system laid out on a plurality of different levels such as the different floors in a building above and below ground level. Each level includes a plurality of storage stations. An elevator is included in the structure and is movable to any level thereof. The storage stations at the levels being used for storage are directly accessible to the elevator so the elevator can be provided with a turntable or with a shuttling table in order to position the materials thereon in alignment with the station in which they are to be stored.

According to the present form of this invention the elevator has thereon a turntable, and on the turntable is a self-propelled truck which can either move the articles to be stored into the elevator or move them therefrom. In the arrangement shown in the drawings, the articles being handled are automobiles, and the truck takes the form of a device adapted for engaging the underneath side of the rear axle of the car so as to be able to move it while it is supported on its own front wheels. Obviously, the truck could take other forms and could be provided with other devices for engagement with the automobiles to be handled by it.

The selection of the level and station in which the car is to be parked, or from which a car is to be unparked, is made at a central control panel consisting of a plurality of key stations, there being as many of these as there are parking stations in the structure.

When a car is parked in one of the storage compartments, the key pertaining to that compartment is removed from its lock, and then when it is wished to retrieve or unpark the car, the key is replaced in the lock and is again operated, and this results in an automatic unparking cycle during which the elevator and turntable move to the proper level and station. The truck moves the car onto the elevator, the elevator and turntable move to the unparking level and station, and the truck moves the car out of the elevator. Thereafter, the elevator and turntable automatically return to their loading positions.

An interlock is provided so that only a single parking or unparking cycle can be carried out at a time and none of the key operated stations can be operated until any cycle that is in process is completed. The various operations of the elements of the structure, such as the movement of the elevator up and down, the rotation of the turntable, the movement of the truck in and out of the elevator, and the raising and lowering of the truck for engagement with the underside of a car, are all controlled by cycle shafts which index to institute the next following step in the cycle immediately upon completion of the current step. This insures that there will be no loss of time and results in the most rapid operation of the system.

STRUCTURAL ARRANGEMENT Garage structure Figures 1, 2, and 3 show one form which a parking garage constructed according to this invention may take. It is understood, as mentioned before, that this invention is not limited to a parking garage, but is shown in this connection merely for the purpose of making an exemplary disclosure of the principles of the invention.

In Figures 1, 2 and 3, the garage structure will be seen to comprise a multi-level building having four parking floors below ground level and four. parking floors above .ground'level. 1 The ground level referred to is the level .at which cars enter the garage, and this isindicated at l6. *In Figure l, the unloading or, unparking level'is at [2, which is one floor higher than the parking level. The arrangement has been so illustrated to provide for an extreme case to show the high degree of flexibility of a system according to this invention.

Centrally disposed in the garage structure is an elevator shaft [4 and vertically reciprocable in this'shaft is an elevator 16 connected .with the cable I8 which leads to a drum 26 in the elevator penthouse 22. A drive motor 24 is provided for reversibly actuating the drum 26. according to well known practices in the elevator art.

.The elevator 16. comprises top and bottom members :26 interconnected by the circumferentially spaced vertical columns 28. The memhers-.26 are guidingly engaged by the vertical rails 36 spaced around. the elevator shaft. This arrangement will best be seen in Figures 1 and 2' where it will be noted that the spacing ofv the columns .28 and the rails 36 .is such that there is space between each adjacent pair thereof for movement of a car. It will also be noted in Figure 2 that the elevator is substantially octagonal, and that there are provided eight parking stations around the elevator. The garage structure may itself beoctagonal, as shown, or itmay be cylindrical or of the more conventional rectangular shape, this latter case probably obtaining when a parking system according to this invention is installed in an existing building.

In Figure 3, it will be observed that the loading level at l6 consists of a relatively wide drivein opening 32, and between the opening 32 and the elevator shaft is a movable platform 34. This platform is movable by a motor 36, and a number of cars can be parked on the said platform side by side. The platform is driven periodically in the direction of the arrow 38 to carry the cars thereon into alignment with the entrance 46 of the elevator shaft. The moving platform 34 is provided for enabling several cars to bedriven off the street during periods of heavy parking demand. At other times, it .is not necessary to operate the platform 34, and cars may be driven thereon directly in alignment with the entrance 46.

Figure 3 also illustrates the unloading or unparking level l2, and which is at a different level than the parking level l6, say, one level higher. It will also be noted in Figure 3 that the angular position of the turntable when cars are removed from the elevator at the unparking level is different'from the angular position it occupies when cars are received on the elevator at the loading level. The arrangement shown in the drawings thus provides for an extreme case wherein the parking and unparking take place at diiferent levels and at difierent angular positions of the turntable.

Turntable and truck Centrally mounted on the lower member 26 of the elevator is a turntable arrangement 42. The turntable 42 is mounted in the elevator as by the bearing means 44 so as to be freely rotatable through 360 degrees. A ring gear 46 is carried by the turntable and is engaged by pinion 48 driventhrough the worm and wheel 56 by a reversibleelectric motor 52. a

6 Mounted on theturntable 42 is a truck consisting of a frame 54 with supporting wheels 56. The wheels 56 are in the tracks 58 on the turntable and reference to Figure 2 will indicate that the lower member 26 of the elevator has tracks 66 thereon adapted for registration with the tracks 58 of the turntable in each indexing position of the turntable. I

Each parking level, as will be seen in Figure 2, has tracks in each compartment which register with tracks '66 of the elevator when the elevator is stopped at that level and when the turntable is stopped at any one of the indexing stations. It will be seen, therefore, that the truck is guided continuously during all its operative movements in carrying outits storing and unstoring functions.

The truck carries in its frame 54 a reversible motor 64 which is connected through the gearing 66 and drivebelt or chain 68with one pair ofthe wheels 56. "Driving of the motor 64 inone direction or the other will thus cause the truck to run in its tracks in either one direction or the other.

Carried on the frame 54 is a lift plate or car engaging member 16 which is connected with the arms 12 that are pivoted at one end to the frame 54 and atthe other ends to the member '16. A connecting link 14 is connected between-member 16 and a crank 1 6. The crank I6 is connected through the gearing 18 with a drive motor 86 mounted in the frame 54. It will be apparent that driving of the motor 86 will cause rotation of the crank 76, and that this rotation will act through the link 14 to raise and lower the car engaging member 16.

Upper and lower positions of the member 16 are determined by the limit switches LSI and LS2, respectively, which are mounted in the frame 54 as shown in Figure 6, so as to be engaged by the crank 16 when memberlfl occupies its uppermost and lowermost positions, respectively.

It will be evident that the truck arrangement shown is not the only form which this part of my storage system can take. For example,-a truck could be hydraulically or pneumatically operated as well as electrically, and could, where the lengths of travel were not too great, be slidably mounted on the turntable whereby tracks 66 and 62 could be dispensed with.

Electrical energy is supplied to the motors 64 and 86 by a cable 82 passing over a reel or drum 84 carried in a center cavity in the turntable 42. This drum is continuously biased to. wind upIthe cable thereon by a torsion spring 86 and rotates to pay out cable as the truck is driven from its central position on the elevator. The rotation of the drum 84 by the cable 82 as the truck moves is employed for determining the limits of movement of the truck. As will be seen in Figure 5, there is mounted on the shaft of the drum 84, or otherwise arranged so as to rotate in synchronism therewith, a threaded rod or shaft 88.

Mounted on this shaft is a cam 96 which is restrained against rotation by the guide rod 92 so that as the drum turns in one direction, the cam moves one way along the rod 88, and as the drum rotates in the opposite direction, the cam moves in the other direction along the rod 86. When the truck is centrally located on the turntable 82, the cam 96 is in engagementwith limit switch LS3. When the truck has moved to its extreme outer position for engagement with a 'car to be moved onto the elevator or in discharging a car from the elevator, the cam 96 is in engagement 7.. with limit switch LS4. Itwill be evident that the cable 82 is preferably substantially nonextensible, and that to this end, it may advantageously include, in addition to the conducting wires therein, a braided metallic sheathing, or a steel cable, or small wire rop integrally associated therewith to reduce its stretch to a tolerable minimum.

Control panel According to this invention, all the operative movements of the elevator, turntable, and truck in both parking and unparkingcycles are controlled from a central station. In the case of a factory warehouse, or a stock room, such a control station might take the form of a plurality of push buttons or other switch means or of selector devices operated by punched cards or the like. In the present instance, that is, in connection with a parking garage, it is preferable for the control panel to be operated by keys so that the cars are effectively locked in their parking station and so no unauthorized persons can remove cars from the garage. Such a control panel is illustrated in Figure 7. In Figure '7, there is a panel I and positioned thereon are a plurality of rotatable key operated elements I92, one for each parking station in the garage. When the garage is empty, each of the elements I02 has a key therein, but when a car is positioned at the loading station, and one of the keys rotated, the car will be automatically conveyed to and parked or stored in the area corresponding with the said key. "At this time, the key is removed from the lock and the car can only be removed from the station by replacing the key in the lock and again actuating the rotatable key operated element.

In connection with a parking garage, the control panel includes a coin receiving chute I84, and this is so arranged that the proper number of coins of the proper denominations must be placed therein before any of the keys in the control panel can be released. The coin panel also includes a coin cup I05, and when a car is unparked from the garage by inserting the keyin the proper lock and turning it, a certain number of coins, depending on the length of time the car has been parked in the garage, will be returned to the coin return chute.

Coin chute and coin return Figures 8 and 9 illustrate one form which the coin receiving chute I04 may take when the parking fee is prepaid. Figure 8 indicates that the chute Hi4 includes a coin receiving passage it which is closed at its bottom end by a plate III) so that only a certain number of coins can be placed in the chute. In Figure 9, it will be seen that the plate III] is pivoted at H2 and is normally retained in its coin supporting position by a spring I It. When the proper number of coins is introduced into the passage I08, the weight thereof will overcome the spring II i and permit the plate I ID to tilt slightly about its pivot II2. This brings about actuation of switch LS which will initiate a parking cycle, as will be explained in connection with the control system.

As will also be seen hereinafter, after the parking cycle has been initiated, a solenoid SI is energized by closing of blade A5 of relay A which rotates lever H3 to move plate III) rightwardly, thereby to permit the coins in passage N38 to drop down through the chute into any suitable receiving bin. At the same time as solenoid Si is energized, a second solenoid S2 is energized,

and this is connected with a bell crank I I8 acting on'a plunger I20 which is'normally urged into its Figure 8 position by a spring I22. Upon energization of solenoid S2, plunger I20 is moved leftwardly from its Figure 8 position to cover the coin receiving opening I24 in the upper end of chute I04 so that no other coins can be placed in the chute. As will be seen hereinafter, solenoid S2 becomes energized upon the initiation of any cycle of operation and remains energized by virtue of the parallelly connected blades A3 and B3, one of which is always closed during a cycle of operation.

The coin returning mechanism is shown in Figures 10 and 11. This mechanism operates to return an assortment of coins of predetermined denominations when a car is removed from its parking space, provided the car has not been left over a predetermined length of time. If the car has been left over a predetermined length of time, the coin return mechanism includes an arrangement for making the particular key etation pertaining to that particular area or compartment inoperative, so that an attendant must be called in order to remove the car from storage.

In Figure 10 it will be seen that there are a plurality of vertical tubes I26 adapted for having stacked thereincoins of different denominations. The denominations of the coins in the tubes are indicated thereon, and it will be noted that there are two tubes of quarters, two tubes of dimes and one tube of nickels. The particular assortment is purely exemplary, and any other arrangement could be made.

Each of the tubes I26 has its lower end spaced above a plate I28 a distance slightly greater thanthe thickness of the coins in the tube, as will be seen in Figures 10- and 11. Reciprooably mounted on the plate I28 is a slide plate I30, one for each of the tubes I26. The slide plates are biased toward their Figure 11 position by springs I32 extending between first pins carried on the slide plates and second pins fixed in the plate I 28. Associated with each slide plate is a bell crank lever I34 with which is associated an actuating solenoid 53. Upon energization of S3 of any of the tubes I26, the plate I30 is moved so as to eject the lowermost coin in the tube. The plate I39 will prevent any other coins from feeding from the bottom of the tube until the said plate is again retracted to its Figure 11 position. Thus, upon each energization of the solenoid S3 one coin is ejected from the associated coin tube.

As will be seen in Figure 10, the bell cranks I34 are preferably all mounted on a suitably supported transverse shaft I36, and the several solenoids 63 are arranged therebeneath as diagrammatically illustrated in this view. The coins ejected from the tubes by reciprocation of the plate or plates I30 fall into the coin return chute I38 and slide down into the cup part IIIB which was referred to in connection with the desoription of the key panel of Figure "I.

A determination of the assortment of coins to be ejected into the coin return chute is made by a mechanism also shown in Figure 10. This view shows a timing motor TM which is shown connected between the power lines LI and L2 and in series with a relay blade At which will be more fully described hereinafter. The blade A5 closes when a parking cycle is initiated, and this energizes the timing motor, whereupon blade TI of the motor closes and by-passes the blade A5. The timing motor remains energized 91 through its .blade Tl until the circuit is. inter-- rupted by turning of the key operated mechanism for. unparkingthe car- At this time, the blade B4 .is opened upon initiation of an unparking cycle to de-energize the timing motor and to reset the entire mechanism.

The timing motor is connectedwith a rotary arm I40 having a contact element I42 thereon positioned to sweep over a circular contact bank consisting of a plurality of radially spaced contact: segments arranged in circumferentially spaced groups. As shown, each of the groups of contact elements comprises three radially spaced contacts, although all .of the elements in-every group arenot operative. In the first group of contact elements, the outer two thereof are connectedby the wires I44 with-the solenoids S3 associatedwith the two quarter tubes of the coin return mechanism. The second group of contact elements has its three contacts connected by the wires I46 with the solenoids S3 associated with one of the quarter tubes and with two dime tubes. Similarly, the third group of contact elements are connected .by the wires I48 with the solenoids S3 with one oflthe quarter tubes, one of the dime tubes, and the nickle tube:-

Similarly, theother .groups of contacts around the contact bank are connected in with. the solenoids S3so as .to return decreasing amounts when the car is unparked.

'I he last contact group; indicated at. I50, is connected-throughthe normally closed. pushbutton I52 with a locking solenoid S4 associated with the key operated mechanism. When the parking, cycle is initiated and the motor TM is energized, it commences to drive the arm I40 to-carry contact I42 over the contact bank in a clockwise direction. The contact I42 will sweep around the contact bank. If the. car is unparked-before the contact I42 reaches the contact grouprat 450, the rotation of the key operated element will close limit switch LS6 to complete acircuit through the ones of the solenoid S3 connected withthe contact group. with which contact I42 is at that time in engagement.

If, however, the contact I42 has reached the contact group at I50, then the solenoid S4 is energized, and this looks the key operated element so that thecar cannot be unparked. At this time, it is necessary to call an attendant who will collect the necessary fee for over-time parking and manually open switch I52, which will permit: a car to beunparke'd in the normal manner:

Control panel lock:

The control panel is provided with a locking mechanism which-prevents operation of any of the key shafts to initiate a parking cycle until the proper fee has beendeposited in the coin chute. This locking mechanism also acts as an interlockto prevent the turning of more than one key-shaft Sat atime and also prevents turning-of any of the shafts as long as .a parking or unparking cycle isin progress. Reference to Figures 12 and =13 will indicate the preferred.

form which this locking mechanism takes. In Figure l2,'there are shown eight key operated elements in the form of rotary shafts and having camsthereon which cooperate with the other parts of the locking mechanism; It will be evidentthat while there are only eight shafts illustrated, there could be as manythereof as desired for, the same locking instrumentalities employed.

Referring more particularly to Figures 512 and 13, each of the key operated shafts is indicated at I54 and mounted on each shaft is a cam I56 having the diametrically opposite inotches I58. Extending across the tops .of the cams are a plurality of tubes I69 so located that the inside diameters of the tubes-are approximately tangent to balls I66 bottomed in notches I58 in cams I56. Dependent from each tube vertically over the center of each cam and embracing the periphery of the cam is a short section of tubing, indicated at I62. Within the tubes I60 are placed a plurality of balls I64, and in each of the tubes I62 there is spaced for one ball I66. It will be noted that the centers of the balls I66 fall directly below the .points of abutment of the pair of balls in the tubes I60 directly thereover.

At the right end of the upper tube I60 there is a lever. I68 having a nose part extending into the tube and bearing against the end ball thereof. Asimilar lever I10 is arranged at the right end of the lowermost of the tubes I66 and also has a nose part bearing against the end ball in the said tube; The left ends of the two upper tubes I66 receive the nose parts of the ends of a lever I12 pivoted'intermediate its ends. Similar levers I12 are arranged in the left ends of the twolowermost tubes I60 and the right ends of the tubes intermediate of the tubes I60.

It will be apparent that with the levers I68, I10and I12 in the'positions shown, the balls in the tubes I60 are closely confined and cannot move any substantial distance in any direction. Accordingly, the balls I66 are also confined, and this, in turn, provides positive locking means for the cams 156 and-shafts I54.

In order to increase theclearance in. the system of balls in the tubes I60 so that one of the balls I66 can be pushed therein to permit rotation-of the associated cam I56 and shaft H54, the levers I68 and I10 are movable to withdraw their nose parts from the ends of the adjacent tubes I60 by an amountequal to the radius of one of the-balls in'tlie tubes. This is accomplished by connectingthe levers I68 and l10'through links I14 with the levers I16 which bear in the periphcry of a-c'am' I18 ur'ged toward its Figure 12 position by a spring I and movable clockwise by energization of a solenoid-S5 to carry the notches I82 "into alignment with the ends of the levers I16; With the cam I18 'so shifted, the springs I64 will move the levers I10 against the stop pins I66 and-provide space in the tubes I60 for receiving one ball. At this time, any one-of the shafts I54 with its cam I56 can be rotated. Rotation of any one of the shafts or cams displaces the ball I66 pertaining thereto into .the adjacent tube I60 and takes up substantially all of the clearance inthe ball system in the tubes I60.

The locking device now ope'rates as an interlockand positively prevents any other shaft from being rotated until the shaft which is being turned has rotated far enough to permit its associated ball I66 to drop into the other of its notches. I56. As will be seen hereinafter, rotation of any of theshafts I64 is accompanied by de-energization of the solenoid S5 so that none of the remaining shafts can be rotated immediately due to the absorption of all of the clearance in the ball system as the then acting ball recedes in the second notch I58 in its cam I56 as the associated shaft I54 is rotated through theifin-al' portion of its movement.

The solenoid S5 is 'energized'only at the beginning of either a parking or an unparking cycle and cannot thereafter again be energized until the said cycle is completed. This provides a lock which prevents rotation of any of the shafts for either parking or unparking until the cycle then in progress is completed.

K ey operated mechanism As mentioned previously, there is provided a separate key operated shaft for each storage area or compartment in the system. These key operated shafts are all interconnected by the locking mechanism described above which is operable, first, to prevent turning of any of the shafts for a parking cycle until the proper fee has been deposited, second, to prevent turning of more than one thereof at a time, and, third, to lock all of the shafts against rotation during the carrying out of any cycle of operations.

A typical one of these shafts I5 1; is illustrated in Figure 14. In this figure it Will be noted that shaft I54 extends into a lock IQfi having a key I92. Mounted on the shaft I54 are a plurality of operative elements including a ratchet wheel I94 having a pawl I96. shaft can only be rotated in one direction, in the example shown, clockwise, thereby insuring the proper number of actuations of impulse switches LS9 and LSIil, the functions of which will be described presently.

The shaft also mounts a cam I98 having a lobe 2B0 adapted for engagement with the cycle control switches LS? and LS8, one of the switches being operated on each half revolution of the shaft I54. As shown, the switch LS1 is for initiating the parking cycle, and switch LS8 for initiating the unparking cycle.

Also mounted on the shaft l5li are a pair of selector cams 202 having associated therewith the impulse switches LS9 and LSIG. Each of the cams has a plurality of notches arranged in dia metrically opposed groups, as indicated at 204, so that on each half revolution of the shaft I54, the impulse switches associated with the cams are operated a predetermined number of times. As it will be seen hereinafter, the impulse switch LS9 is operable for automatically determining the level or floor on which the car is to be parked, whereas the impulse switch LSIIl automatically determines the particular station on that floor for receiving the car. Conversely, when a car is to be unparked, these switches and earns determine the floor and station from which the car is to be taken. These switches, therefore, determine the particular one of the several storage compartments in the system which pertains to the associated key shaft.

The previously referred to lockin solenoid Si will be seen in Figure 14 to cooperate with a looking member 286 on the shaft I54. The solenoid S4 controls a plunger 25B adapted for entering a notch ZIQ in the member 206 to prevent rotation of the shaft I54 until the said solenoid has been tie-energized.

Returning for the moment to Figure 13, the releasing of the balls locking the key operated shafts is accomplished when it is desired to park a car by the introduction of coins into the coin chute shown in Figures 8 and 9. This is accompanied as will be seen in Figure 9 by the completion of a circuit through the ball release solenoid S5 by closing of limit switch LS5 which is controlled by plate III} at the lower end of the coin chute. However, when unparking a car, no coins are in the coin return chute, and means must be pro- This insures that the L 12 vided for unlocking the balls to permit turning of one of the key shafts.

In Figures 12 and 13 it will be observed that there is necessarily a slight clearance between each of the balls I66 in the dependent tubes I82 and the balls thereabove in the tubes I60. This clearance must necessarily exist to permit horizontal movement of the balls within the tubes I 60. Such horizontal movement of the balls in tubes [60 takes place when a key shaft is turned and forces its locking balls I66 upwardly into one of the said tubes.

This slight amount of clearance is utilized for bringing about the unlocking of the lockin system when it is desired to unpark a car by arranging the lobe 2M of cam 2H5 on shaft I56 so that the amount of movement of the said shaft permitted by the aforementioned clearance will bring the said cam lobe into engagement with energizing switch LSII. This manner of unlocking the ball system for initiating an unparking cycle is necessary because at that time no coins are deposited in the coin chute to bring about the unlocking as in the case when a parking cycle is to be initiated.

Switch LSII is connected in circuit with the ball releasing solenoid S5, as is indicated in Figure 9, and actuation of the said switch by the cam lobe will immediately bring about energization of this solenoid. This energizing switch is ineffective during a parking cycle due to blade A5 of relay A which is open whenever a parking cycle is in progress. Another relay blade B5 is also in series with LSII and S5 and prevents energization of S5 during an unparking cycle.

In order to prevent anyone from turning the shaft I54 only far enough to close switch LSI I, thereby unlocking the ball system and rendering the locking means ineffective, there is provided a power drive for the shaft I54 during the unparking cycle. This takes the form of a notched disk M8 on shaft I 54 and a solenoid operated latch member 220 adapted for engagement with the notched disk for positively shifting the shaft IE4 at least far enough around to take up all the clearance in the ball system. The solenoid associated with latch member 220 is indicated at SS. This solenoid is energized simultaneously with the closing of switch LSII so that no time elapses from the unlocking of the balls to the power movement of the key shaft, This positively prevents anyone from releasing the ball system by partly turning of one of the key shafts and the halting movement of the shaft so that any other key shaft in the system could be turned for parking a car whether any coins were in the coin chute or not.

Storage area selection It has been mentioned before that each key operated shaft in the control panel pertains to one and only one storage area or compartment in the storage system. This relationship obtains regardless of the number of storage areas or compartments in the storage system or the particular distribution thereof on single or multiple levels. Thus, when a unit load is to be stored in the storage system, or as in the particular example illustrated, a car is to be parked, rotation of a key shaft will deliver a load or car to a definite storage area in the system.

The determination of the particular area or storage compartment to be used is made by the selection of the key shaft pertaining to that area sperms or compartment. In the case :of1tlie =parking.;ga rage arrangement: illustrated, the .vacant'storage areas or compartments are indicated-'bythe keys that remain intheir respective locks, and,-'..in parking a can: anyof the. spaces so indicated as availablev can be selected for use. The deter-minationlof. the area or. compartmentfromwvhich' a car is to be removed is, of course, made 'in' the same manner, except that-in the. case :of a .key operated control panel, only the" lockhass'oci'ated with a certain key cansibe operatedtherelclys.

Rotation of a key shaft ofithe control .panel operates toide'termined the delivery of a 'load to the. storage area. or compartment associated .with

that shaft and the removal of a load zfromithe said storage area through-the operation'ofithe impulse switches.- LS9 andsLslll, whichi control devices that haveat least as many combinations of. operative positions "as there are storage areas in-the storage system. These devices are, in effect, coordinate determininginstrumentalitiesand it will beevident; as this description'proceeds, that as-manyinstrumentalities as are necessary: to determine the exact position of a'parti'cular storage area can be provided and controlled in the manner described;

In the particular example being" illustrated, that is, a parking garage for automobiles, there are two coordinate determining devices that are controlled by the impulseswitchesLSQnndLS-HJ as ithekey shafts are rotated. One of these" devices may be referred to as thevfioor or level determiner, and the other thereof asthestation determiner, the station referring: to the indexed positionof the turntable. It will" be evident, in connection with the parking garage arrangement illustrated; that each combination of positions of these determining device is associated :with one, and only one, of the storage-areas or compartmentsin the system.

The particular'form which'th'e determining devices take in this invention are arrangem'entsfor storing impulses. These impulses *are' initiated by a manually operated means, such as aJkey shaft, and are transmitted toandstorsd-inthe control mechanism for either the-elevator or' the turntable. Thereafter, when the corresponding member moves, the impulses originally stored in the device are cancelled therefromby impulses initiated by movement of the said member and .afiecting the=device oppositelytothe first'mentioned impulses.

According to this invention, impulses are simultaneously delivered to both the level determining device and the station determining device byprotation of a key shaft. Thereafter, movement of the. elevator initiates'impu ses to-cancelout those originally stored in I its determining device so the elevator. comes to a halt at the proper level-,while movement of the turntable initiates impulses which. cancel out those originally stored-in: its control device- Reference will now-be-made to the-specific form that these devices take inconnection with a parking garage installation-suchas is illustrated.

Level determining instrumentality garage is shown-in Figure 15. In thisfig-ure;

there is a shaft 253 continuously biased by a' torsion spring 252 in one direction. The-shaft carries a ratchet wheel 254 andia pair of cams 256 and-158.

selectively operating switches indicated SW'r-and The aforementioned camsrare for SW23 Itlwill' be .evidentiiithatrwhenisshaft .250 rotates 1clockwise:=..-from :itssillu'strated position, switch SWI will. be closed, .and-zwhenthe-ishaft rotates counterclockwise; switch SW2 twill .be closed. These. switches are aconnectedlwithrcontrol means for the elevator hoist motor 2'4; as will be more clearlyiseen in Figure 17, andclo'sing of SW! determines that the elevator=.will' go up.- wardly' from the loading level while closing-of SW2 determines that-the elevator will. move downwardly from the loading level.-

Two otherswitches;-'SW3 and SW4, are provided inassociation withccams 256 and 258;:and these switches :arexboth closed only when the shaft and .cams occupy their Figure 15 position. One of these switches-will be opened whenever the level determining instrumentality is moved from its Figure 15' position by:rotation of one of the key shafts. Thereafter; the. switch-. will remain open untilthe elevator has reached itsproper level in thecarrying out of whichever cycle. was initiatedbyrotation of :the key.shaft.- Atuthis time,= the levelidetermining instrumentality. is returned to itstFigure 15 position, andswitches SW3=and SW4 are again'both closed'and-cooperate intinstitution' of the next 'step of the cycle theniin progressi Associated with ratchets wheel 254 are aplurality of. pawlimeans, one: of which'is indicated at- 260, and whichzis carried: on an. arm 262 'pivoted the'aperiphery'iof ratchet wheel 2545 It willb'e evident that energization-lof S8- will' cause arm 262- to move clockwise about itsv pivot 264,-'and-t'o cause *pa' wl 260 -t0 'advance='ratchet 254 under pawl 2B6: The latter pawl; of course, will retain ratchetwh'eel 254 in its advanced position.-

Another pawl memberis' indicated at 212 and isnormally out-of engagement with the'periphery of ratchet wheel 254,.dueto its engagement by a part of armli'l l pivoted on'shaft 250. Arm-21 4 is normallyheld in itsiFigure 15 position against stop pin 216 byra spring 218; A solenoid Siiwis energi-zable 'for rotating arm" 21-4 "counterclockwise-'about sha'f t- 250-5 Armzl'dhas two cam' surfaces thereoniat 280 and 282; i The one cam surface at 2 801 is adapted for engagement with a pm, as? at 284;:01 1 pawl+26li tomovethe pawl out of engagement with'the ratchet wheel 250i Similarly-the other 'cam surface' at282 is adaptedfor engagement'with'pin Zea-"on paint-25E for moving this pawl out of engagement iwithi'the ratchet wheel at the same timerpawl ztli is disengaged=.-. Simultaneously,'- with these disengaging! movements of pawls 25B and Efifiq'pawl 212 is released so its spring 288 wil1 move it 'into' effective posi tion against-the ratchet wheel. It willbeapparent that the above--described movement-of arm 23 4 results in a counterclockwise movement of shaft 250 and ratchet wheel 254 by somewhat less than one toothspace due to the: action of spring 252. subse uently-1 when S9 i s de-energiz'ed and m'ittent energization of- S8 will bring abou-t wthe stepping clockwise ofshaftfifl and ratchetrwhe'el 254 by a tooth at a time. Similarly, intermittent energization of S9 will bring about a corresponding tooth by tooth movement of the ratchet wheel in the opposite direction.

Connected in parallel with each other and in series with ratcheting solenoid S8, between power lines LI and L2, are the impulse switches LS9, each of which is associated with one of the key shafts in the system. When any of these key shafts is rotated for either parking or unparking a car, the cam 202 thereon will bring about intermittent closing of associated switch LS9 and therethrough intermittently energize solenoid S8.

Similarly, S9 is serially connected with others of the parallelly arranged impulse switches LS9 controlled by others of the cams 292.

The parking or unparking cycle being carried out will be accompanied by movement of the elevator away from the loading level either upwardly or downwardly as determined by the instrumentality. Movement of the elevator will continue after initiation of a cycle until the level determining instrumentality has been restored to its Figure 15 position, at which time SWI and SW2 are open and the elevator hoist motor is de-energized thereby. The restoring of the said instrumentality is accomplished by indexing the shaft and ratchet wheel one tooth space each time the elevator passes a floor and in the opposite direction to which the shaft and ratchet wheel were indexed by actuation of the key shaft. To this end, the elevator carries a pair of impulse switches LS|2 and LSI3, the former of which is operative by the cams 290 in the elevator shaft on the floors below the loading level, and the latter of which is operative by the cams 292 above the loading level. Switch LSIZ is in series with solenoid S8 and a pair of conditioning switches 294 and 295. Switch LSI3 is similarly connected with S9 and switches 294 and 295. These last-named switches are closed, one during a parking cycle when the elevator is moving away from the loading level, and the other during an unparking cycle during a corresponding period. Thus, if the ratchet wheel has been indexed clockwise, say, fourth teeth, thenwhen a cycle is commenced, the elevator will move upwardly four floors due to the closing of switch SWI. At each floor switch LSl3 will be momentarily closed and permit the ratchet wheel to move counterclockwise one tooth. When the elevator reaches the fourth floor, the movement of the ratchet wheel and cam will open switch SWI and de-energize the elevator hoist motor. When the elevator returns from that floor to the loading level, switches 294 and 296 will be open and actuation of switch LSI 3 will be without effect.

The opposite action takes place if the ratchet wheel 254 has been initially indexed in a counterclockwise direction, except that under such circumstances, switches LSI2 and cams 290 would be operative during the movement of the elevator for indexing ratchet wheel 254 in a clockwise direction until the elevator has reached that floor at which SW2 opens and ale-energizes the elevator hoist motor.

Station determining instrumentality The arrangement shown in Figure 16 is for the purpose of determining the station in which a car will be parked or from which it will be unparked. The mechanism shown is substantially identical as that shown in Figure 15 and includes the shaft 390 biased in one direction by a spring 302 carrying a ratchet wheel 304 and cam 306.

Cam 306 controls switches SW5 and SW6, the first of which determines the energization and de-energization of the turntable drive motor 52, and the latter of which cooperates with switches SW3 and SW4 for instituting the next step in the cycle being carried out when both elevator and turntable have reached their designated positions.

Associated with ratchet wheel 304 is pawl 308 and ratcheting solenoid SIB which corresponds to pawl 260 and ratcheting solenoid SB on Figure 15. Pawl 3H! corresponds to pawl 266 of Figure 15, and arm 3 l2 and ratcheting solenoid SH correspond with arm 214 and ratcheting solenoid S9 of Figure 15. Pawl 314 of Figure 16 corresponds with pawl 212 of Figure 15.

Ratcheting solenoid S10 is connected between the power lines LI and L2 in series with the parallelly connected impulse switches LSlll which are actuated by cams 202 mounted on the key shafts as previously explained.

Solenoid SH is connected in series with impulse switch LSM and the paral-lelly arranged conditioning switches 3|6 and 318 which correspend with 294 and 296 in Figure 15, in that one of each thereof is closed on each of the parking and unparking cycles and during the period of time that the turntable is moving from its loading position to the selected station. Cams 320 are arranged on the elevator platform and switch LSM is rotatable with the turntable so as to be intermittently actuated by cams 320 as the turntable turns.

It will be evident that rotation of the key shaft for either parking or unparking operations will index ratchet wheel 304 clockwise a predetermined number of. teeth. Thereafter, when the turntable rotates, its movement will continue until switch LSM has been actuated the same number of times by the cams 320 as the number of teeth the said ratchet wheel was initially indexed by impulses to solenoid S10. When the turntable reaches its proper position, switch SW5 will open and de-energize the drive motor, and SW6 will close for cooperation in the institution of the next step in the cycle then in progress.

Control system The control system for controlling the elevator hoist motor, the turntable indexing motor, the truck motor, and the jack motor, is shown in Figure 17. A control switch used in this system is shown in Figure 18, and two cycle shafts and their associated cams and switches forming a part of the control system of Figure 17 are illustrated in Figures 19 and 20.

In order more easily to illustrate and describe the various switches in the system and the control elements connected therewith, the following nomenclature is employed:

Movement of the elevator from the loading level to the parking level will be called elevator up movement and will be indicated as EU.

Movement of the elevator from the parking level to the unloading level will be called elevator down movement and will be indicated as ED.

Movement of the elevator back to the loading level from any position will be referred to as elevator return movement and indicated as ER.

Movement of the truck outwardly from the turntable will be called truck out movement and indicated as TO.

Movement of the truck onto the turntable will be called "truck in movement and indicated as TI.

Movement of the jack upwardly to lift the load to be moved onto the elevator will be called jack up movemen and indicated as JU.

Similarly, lowering movement of the jack will be referred to as jack down movement and indicated as JD.

The movement of the turntable away from the position which it occupies for receiving cars at the loading level will be referred to as index forward movemen and indicated as IF.

Similarly, movement in the opposite direction of the turntable will be referred to as index reverse movement and indicated as IR.

The switches identified according to the above schedule which pertain to the parking cycle will have the letter F attached, and those pertaining to the unparking cycle will have the letter U" appended.

The several circuit elements in Figure 17 relating to the functions referred to above are marked according to the foregoing schedule, and it will be understood that these elements could be the actuating motors employed in the system or could be controls through which the said motors were operated. In either case, energization of any of the circuit elements results in energization of the corresponding motor for operation in. the direction indicated. Similarly, de-energization of the circuit elements is accompanied by de-energization of the associated motor.

The switches in Figure 17 for controlling the circuit elements are arranged to be actuated by the cycle shafts shown in Figures 19 and 20*. The cycle shaft in Figure 19 bears reference numeral 358, and mounted thereon are a plurality of cams associated with which are the switches shown in Figure 17 and the control switches 294 and 318 referred to in connection with Figures and 16. Shaft 35!! has nine operative positions corresponding to the nine contacts 360 arranged in a circular pattern adapted for being swept by a contact arm 358, and to this end mounts a ninetooth ratchet wheel 352 having detent roller 354, and ratchet pawl 356. The ratchet paw-l advances the ratchet wheel and, therefore, the cycle shaft one ninth of a revolution each time the ratchet solenoid RI is energized. For each such operative position of shaft 350, except for its Figure 19 position, certain of the switches associated therewith are closed, while certain others are open.

As will be seen in connection with Figure 17, contact arm 358 is connected in series with the ratcheting relay RI, while contacts 368 are connected in series with limit switches controlled by the various elements of the storage system of this invention as they reach certain positions in carrying out a storage cycle.

The unparking cycle shaft is shown in Figure 20, and is identified by reference numeral 362. Similarly to shaft 350, shaft 362 carries a plurality of cams with which are associated another group of switches from Figure 17. Also associated with shaft 362 are a pair of cams for controlling switches 296 and 3l6 referred to in connection with Figures 15 and 16. Shaft 362 also:

has still another cam 364 for controlling a switch 366 connected with a solenoid $12, which will be referred to in connection with Figure 17.

Shaft 362 has ten operative positions and mounts a ten-tooth ratchet wheel 368 having a detent 310 and a pawl 312, the latter being adapted for actuation by a relay solenoid R2 for advancing ratchet wheel 36B and shaft 362 an angular distance of one tooth space each time R2 is energized. Shaft 362 also carries a rotary contact arm 314 which sweeps over a bank of contacts 316 and engages one thereof in each operative position of shaft 362. Contact arm 314 is connected in series with R2, and contacts 316 are connected in series with limit switches adapted for being closed by the elements of the storage system as they reach predetermined positions during an unparking cycle.

Referring to Figure 18, there is shown therein a switch which is employed in connection with the circuit of Figure 17. The switch comprises a body 318 in which is mounted a pair of spaced stationary contacts 380. Between the contacts 388 is a movable switch arm 382 adapted for contacting one or the other of contacts 380 or for being positioned in spaced relationship with both thereof.

Mounted on the body 318 is an actuating member 384 which holds arm 382 in its intermediate position when in the position shown and causes the arm to move into engagement with one or the other of contacts 388 when it is moved from the position shown. A spring pressed detent 38B assists in determining the three positions of member 384. Member 384 is notched, as at 388, and an operating dog 390 is adapted for engagement with the said notch.

When the element on which 390' is mounted moves relative to the switch in one direction, member 384 is indexed about 45 degrees counterclockwise to one of its contact making positions, and, as the said element moves relative to the switch in the opposite direction, the said member is indexed 45 degrees into its other contact making position. At any time the said element returns dog 388 to the position shown, member 384 is again snapped into its Figure 18 position.

In Figure 1'7, the switches which correspond in construction to the one described above are indicated at SW1, SW8 and SW8, and there is one at the loading level of the elevator, one at the unloading level of the elevator, and one at the unloading position of the turntable.

Referring now to Figure 17, the electrical control system will be explained. The power lines are indicated at LI and L2. At the right side of the view it will be seen that connected with L2 are RI, R2, TO, TI, JU, JD, EU, ED, IF and IR. In series with R1, as mentioned in connection with the description of Figure 19, is the rotary contact arm 358 which sweeps over contacts 360. For convenience, the contacts are numbered from 1 to 9 in the direction of movement of arm 358 and will be referred to hereafter by position number. The contact 368 on which arm 358 rests in Figure 17 occupies what will be referred to as position 1 and is connected with one end of relay solenoid A. This same end of solenoid A is connected through control switch LS1 with power line Ll. Normally open blade Al of the relay provides a holding circuit for solenoid A which by-passes switch LS1.

The other end of solenoid A is connected through a limit switch LSI5 with power line L2. It will be evident that closing of switch LS1 by rotation of one of the key shafts will bring about energization of solenoid A, which will thereafter remain energized through its holding blade Al until switch LS|5 is opened to interrupt the energizing circuit.

Simultaneously with the energization of A, BI is energized through arm 358 and brings about an indexing movement of cycle shaft 356. This will rotate cycle shaft 350 to bring contact arm 19 358 into position 2 on the bank of contacts 360.

Referring now to the other circuit elements shown in Figure 17, T is connected with blade Mill of a switch having a second blade 402 and normally biased into the position shown by spring 484. Solenoid SIZ, referred to in connection with switch 366 of cycle shaft 362, is energizable for shifting blades 99 and 492 into the dotted line positions shown. This switch is only operative during an unparking cycle and will be more specifically referred to hereinafter.

Blade 40! when in its upper position connects T0 in series with the normally closed limit switch LS B associated with cam 93 on shaft 83 (Figure and the normally open switches TOP and TOU' which are controlled by the cycle shafts 356 and 362. Switch LS4 in addition to its normally closed blade, has a normally open blade adapted for completing a circuit from a Wire 4586 to contacts 359 in the second and sixth positions and contacts 316 in the third and ninth positions, Wire 308, it will be noted, is adapted for being connected with power line L! by blade A2 of contactor A when the solenoid thereof is energized.

Blade M2 similarly connects T1 in series with the normally closed blade of limit switch LS3 associated with cam 99 (Figure 5) and the switches TIP and TIU, which are controlled by cycle shafts 358 and 362. Switch LS3 also has a normally open blade adapted for completing a circuit from wire 466 to contacts 360 in positions 4 and 8 and to contacts 316 in positions 5 and "1.

JU is connected through the normally closed blade of limit switch LSI with the switches JUP and JUU that are controlled by the cycle shafts. A normally open blade of LS! is adapted for completing a circuit between wire 486 and contact 368 in position 3 and contact 376 in position l.

JD is similarly connected through the nor mally closed blade of limit switch LS2 with switches JD? and JDU of the cycle shafts. The normally open blade of LS2 is adapted for connecting wire 206 with the contact 360 in position '7 and the contact 375 in position 8.

EU is connected through switch SWI with the switches EUP and EUU of the cycle shafts, and ED is similarly connected through SW2 with the same cycle switches. The same cycle switches can be employed in connection with EU and ED because cams 25% and 258 determine which of switches SW! and SW2 will be closed, and, since only one of these switches can be closed at any one time, it will be evident that only one of EU and ED can be energized by the closing of one of switches EUP or EUU.

EU and ED are also connected, as by wires 388 and ill with the stationary contacts of a pair of switches SW! and SW3 correspondnig to the switch construction shown in Figure 18. The movable contact of switch SWl is connected with the cycle switches ERP' and ERU, while the movable contact of switch SW8 is connected with cycle switch EDU. Switch SW'I is positioned at the loading level of the elevator and occupies one or the other of its contact making positions as determined by whether the elevator is above or below this level. Thus, any time it is desired to return the elevator to the loading level, closure or either of switches ERP or ERU will accomplish this through switch SW1. Also, when the elevator reaches the loading level, it will open switch SW1.

IR is connecetd in series with a limit switch LSZO and the parallelly connected cycle switches IRU2 and IRP. IF and IR are also connected by wires M2 and M4 with the two stationary contact of a switch SW9 constructed like the switch shown in Figure 18. The movable contact of switch SW9 is connected with cycle switch IRUL Switch SW9 is positioned so that it is opened by the turntable when the said turntable reaches its unloading position.

Thus, when a car is on the turntable and it is desired to rotate the turntable to the proper angular position for unparking the car, it is only necessary to close cycle switch IRUL At that time switch SW9 will determine whether the turntable turns in one direction or the other. This movement will continue until SW9 is opened, this occurring when the turntable has reached the proper position. Limit switch L528 is positioned to be opened by the turntable when it reaches proper position for receiving cars at the parking level.

Connected between wire 486 and contact 316 in the 6th position are a pair of limit switches LSEU and LSIU. These limit switches are positioned to be closed by the elevator and turntable when both are in proper position for the unparking of car. Similarly connected between wire 40s and contact 360 in position 9 and contact 3'16 in position 9 and contact 318 in position 10, are another pair of serially arranged normally open limit switches LSER, and LSIR. which are positioned to be closed by the elevator and turntable when positioned for receiving the car to be parked at the loading level.

As will be seen in Figure 17, relay A has a number of blades thereon in addition to blade Al and blade A2, which are identified as A3, A4, A5 and A6. These blades perform, respectively, the following functions.

A3 is aranged in series with solenoid S2 which closes the inlet to the coin chute so that when a parking cycle is initiated, the coin chute is closed and thereafter remains closed until the cycle then being carried out is completed. This will be seen in Figures 8 and 9.

As will also be seen in Figures 8 and 9, A l is serially arranged with solenoid S! which is arranged to release the coins from the coin chute. Initiating or" a parking cycle, therefore, operates to drop the coins from the coin chute into a receiving bin. A5 is in series with timer TM (Figure 11) and energizes the timer when A is energized. Blade A6 is normally closed and is in series with S5 and LSH (Figure 11) so that whenever a parking cycle is in progress LSI! is without effect for energizing S5 to unlock the key shafts.

Turning now to the unparking relay, this is indicated at B, and it will be seen that one end of the actuating solenoid of relay B is connected with line Ll through control switch LS8 adapted for being closed by cam I98 when the key shaft is turned for unparking a car. The other end of solenoid B is connected through a limit switch LSZZ with line L2. Relay B has a holding blade Bl lay-passing switch LS8, and the end of solenoid B adjacent line Ll is connected with contact 316 in position 1.

Another blade B2 is adapted for connecting wire 405 with line LI upon energization of relay B. Relay B also includes the other normally open blade B3 and the normally closed blades B4 and B5. These last mentioned blades are energ ze operable for respectively performing the following functions:

Blade B3 isarranged in parallel with blade A3 and controls the coin chute locking solenoid S2 in the same manner as blade A3 so that the coin chute is locked during the carrying out of an unparking cycle. Blade'BLis-normally closed and is arranged in series with timing motor TM (Figure 11) so that opening of blade B4 by energization of relay B will interrupt the circuit to the timing motor and cause it to stop-operating. At this time, the timing motor resets itself to the position shownin Figure 10 and is ready for operation when an automobile is again parked in the storage space to-which it pertains Blade B5 is normally closed, but whenever relay B is energized, B5 is-open and prevents'energization of S5 by LS! l, as will be seen in Figure 9.

Turning for the moment to switches LSI5 and LS22, it will be observed that these arepositioned to be engaged and opened by contacts 358 and 374 as the said contacts move from their last to their first position. The said limit switches are provided for the purpose of de-energizingthe relays A and B at the completion of'the cycles to which they appertain.

OPERATION Parking In order morefully to understand. the nature and operation of the instant invention, a typical parking and unparking cycle will now be" described.

The car to be parked is driven into proper position at the parking level of the garage in' alignment with driveway 40. The car driver then places the required number of coins of the proper denomination in the coin chute I04. These coins cause plate III) to pivot about. pivot H2 against spring H4 and close limit switch LS5. This completes a circuit through solenoid S5 which turns cam [18 so as to shift levers I16, links I14 and bell cranks I68 and H0, thereby releasing the balllockingzsystem for the several key shafts in the key panel. Switch LS5 also closes a circuit through S2, and this actuates bell crank H8 to move plunger l-2flacrossthe opening in the coin chute; thereby to prevent any more coins from being placed therein.

The car operator can now turn any one of the keys in the key panel. Let-it be assumed, for example, that hehas-turned'the key corresponding with the fourth story of: the storage upwardly from the parking level and the fourth station on that floor from the stationthe turntable occupies at the loading level.

When the key shaft is turned, the cam- 202 thereon will cause impulse switch 159 t0:-cl'ose and open four times in. succession. This will bring about. four energizing impulses to solenoid S8 which will cause pawl 26.0 carried thereby to index ratchet wheel 254v clockwise anangular distance equal to four tooth spaces. Ratchet Wheel 254 turns shaft 250, and this also turns cams 256 and 258. Turning of these. cams will bring about closing of switch SW1 and opening of switch SW3; If, on theother. hand, the floor on which the car was to be parked: had been below theloading level, solenoid; S9: would have received the impulses from switch- LSSand theratchet wheel and shaft would: have been indexed counterclockwise, andswitch SW2 would have been. closed andswitch SWL'openedi Still. another. case wouldoccur when: therparking station was on the same levelxas the loading-sta 22. tion, in which case the ratchet wheel and shaft would not move and switches SW! and SW2 would remain open and switches SW3 and SW4 would remain closed.

As the key shaft is turned. the other of cams 202 will cause impulse switch LSIU to be successively closed four times, and this will bring about a series of four energizing impulses to ratcheting solenoid SIO. associated with ratchet wheel 304 on shaft 300. This-will bring about corresponding indexing of the said" ratchet wheel and shaft an angular distance equal to four tooth spaces on the ratchet wheel and thus move cam 306 so as to close switch SW5 and open switch SW6.

As the key shaft is rotated, cam I98 engages and closes control switch LS! and this brings about energization of the actuating solenoid of relay A, as previously described. Energizing of A will close blade AI thereof to provide a holding circuit for the relay, will close blade A2 to connect line 406 with power line LI, will close blade A3 to energize S2, will close A4 to energize SI, will close blade A5 to energize TM, and will open blade A6 to make the locking system again effective.

Referring to the timing motor TM, a blade Tl thereof by-passes A5 andprovides a holding circuit for the timing motor. The timing motor will continue to run. until the vehicle in the storage space pertaining to that timing motor is removed therefrom.

At this time, the key shaft has been rotated one half revolution, the coins have been dropped from the coin chute, the plunger I29 is blocking thecoin chute, the system of key shafts is again locked, and relay A is energized.

As referred to previously, energization of relay A will immediately cause an indexing movement of shaft 350. When shaft 350 is indexed and has brought arm 358 into position 2, the said shaft will remain stationary until BI is again energized by the actuation of limit switch LS4. In position 2, the first cam on shaft 3'5!) closes switch TOP, and thisenergizes TO tomove the truck outwardly beneath thecar which is to be parked. When the truck reaches its outermost position, at which time it is properly located beneath the car, limit switch LS4 isengaged and opened by cam 90. This will de-energize TO and simultaneously deliver an energizing. impulse to ratcheting relay RI viacontact' 2 of contacts 3&3!) and contact arm. 358. This impulse to ratcheting relay Rl will cause control shaft 350 to be indexed to its next operative position, and in which position JUP'is closed and TOP is open.

Closure of JUP' will. energize JU and elevate the platform of the truck into engagement with the car. When the lifting movement of the platform is completed, limit. switch LS1 is engaged and actuated by crank it, and this brings about de-energization of JU' and another energizing impulse to RI, which brings about another indexing movement of: shaft 350.

The last-mentioned indexing movement of shaft 350 closes switch TIP, and this brings about energization of TI so that the truck and the vehicle which is engaged thereby move onto the elevator. When inward movement: of the truck and the vehicle which it: engages: is completed, switch LS3v is engaged andopened'. TI isthereby de-energized, .andanother impulse: is delivered to ratcheting solenoid RI.

The. impulse delivered-. tos-solenoid Rrl; referred toabove, again indexes shaft 3591;01- close switch:

EUP. Closure of EUP connects wire 496 with one end of each of the switches SWI, SW2, and SW5. Inasmuch as switch SWI has previously been closed due to the aforementioned indexing in a clockwise direction of cam 258, EU is energized. Also, switch SW also has previously been closed due to the aforementioned clockwise indexing of cam 395. Accordingly, both EU and IF are energized and the elevator moves upwardly from the loading level, and the turntable commences rotation toward the unloading position. As the elevator moves upwardly from the loading level, limit switch LS! 3 is successively energized by cams 292, and, as explained before, this brings about successive impulses to solenoid S9, thereby to eifect a step by step movement of ratchet wheel 254, shaft and cam 258 in a counterclockwise direction. Cam 258 having been indexed four teeth clockwise by the turning of the key shaft, the elevator will move upwardly to the fourth floor, at which time cam .258 has been returned to its Figure 15 position, and switch SW! is opened to de-energize EU, thus stopping the elevator at the proper level.

During movement of the elevator, IF is energized, as stated above, and causes rotation of the turntable, and as the turntable rotates, switch LSi l is successively engaged and actuated by cams 329. When switch LSM has been actuated the same number of times that there were impulses delivered to solenoid SH! by turning of the key shaft, cam 305 is again in its Figure 16 position and switch SW5 is opened and deenergizes the turntable drive motor. Inasmuch as the turntable movement and elevator movement can occur simultaneously, no separate energizing circuits are required for the elevator and turntable, and both are, therefore, controlled by a single control switch.

When the elevator has reached its designated floor and the turntable has reached its desig-- nated station, cams 305, 256, and 258 occupy their Figures 15 and 16 positions, and permit closing of switches SW3, SW4 and SW6. These lastmentioned switches are connected in series between wire 466 and contact 369 in position 5, so that another energizing impulse is delivered to solenoid Rl, thus bringing about another indexing movement of shaft 350. This movement of shaft 358 closes TOP again, and the truck moves outwardly from the elevator carrying with it the vehicle into its storage compartment.

The truck will move outwardly from the elevator until switch SW4 is again actuated by cam Q13, which brings about halting of the truck out movement, and another indexing movement of shaft 350.

The last-mentioned indexing movement of shaft 358 closes JDP which energizes JD and brings about a lowering movement of the platform of the truck. When the platform reaches its lowermost position, crank it engages limit switch LS2. This de-energizes JD and also brings about another indexing movement of shaft 359.

This indexing movement of shaft c closes TIP, which again energizes TI and returns the truck to the elevator. The truck in movement continues until limit switch LS3 is engaged by cam 90, at which time T1 is de-energized and shaft 350 is indexed to its next operative position. In this last-mentioned position of shaft 359, switches ERP and IRP are closed, switch ERP being connected with the center contact member of switch SW1, and switch IRP connected with IR. Closure of these switches thus brings about energization of the elevator in a direction to return to the loading level of the system as determined by the position of SW1, and energization of IR to return the turntable to its loading position. Movement of the elevator will continue until switch SW1 is opened thereby, and at which time elevator hoist motor will be de-energized. Movement of the turntable will continue until it opens switch LSZO, at which time its drive motor will be de-energized, and the turntable will stop.

When both the elevator and the turntable are properly positioned at their loading stations, LSER and LSIR are closed, and this delivers a final energizing impulse to solenoid R! which brings about a final indexing movement of shaft 350 back to its Figure 19 position. During this last indexing movement of shaft 350, limit switch LSI5 is engaged and opened, as by arm 358, and this brings about a de-energization of the actuating solenoid of relay A, thereby clearing the entire circuit and leaving the system in condition for institution of a new cycle of operation.

In connection with the movement of the elevator and turntable during a parking cycle, means are provided whereby the switches LSIB for the elevator and LS! for the turntable are effective only during the initial movement of the said elevator and turntable away from their loading position and toward their designated unloading positions. This is accomplished by the switches 294 ano 3i8, which are closed only when shaft 35! is in position for closing EUP and which switches are connected in series with limit switches LSi3 and LSI E, respectively.

It is to be noted that while de-energization of relay A clears the entire circuit for a new cycle of operation to be initiated, timer TM remains energized through its holding blade Ti and will continue to be energized until the key shaft pertaining to the space in which the vehicle was first parked is again turned.

Unparicing To complete the description of a complete cycle of operation, the unparking of the vehicle which was parked in the manner described above will now be taken up.

When it isdesired to unpark the vehicle, the key pertaining to the space in which it is parked is again inserted in the proper lock, and the key shaft turned in the same direction as it was turned before. For an unparking cycle, it is not necessary to deposit coins, and, therefore, another means must be provided for unlocking the looking system. This has been referred to previously and consists of positioning switch LSH and lobe 2M of cam 2 It such that the said switch will be closed by the taking up of the clearance in the ball system. Closing of switch LSH energizes 86, which moves member 226 into engagement with the notch in the periphery of member 2H], and, thereby, urges associated shaft 154 in the proper direction.

Closing of LS also energizes S5 which brings about releasing of the balls so that member 229 and solenoid S6 are effective for rotating shaft i54. As rotation of shaft I54 is continued in this manner, control switch LS8 is engaged and closed by lobe 200 on cam I88. Closure of LS8 completes a circuit through the actuating solenoid of relay B and limit switch LS22 so that relay B closes. Closure of B closes blade Bl thereof to provide a holding circuit which will maintain B 

